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WO2004026660A1 - Systeme et procede de detection d'obstacles se trouvant sur des lignes ferroviaires - Google Patents

Systeme et procede de detection d'obstacles se trouvant sur des lignes ferroviaires Download PDF

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Publication number
WO2004026660A1
WO2004026660A1 PCT/US2003/021501 US0321501W WO2004026660A1 WO 2004026660 A1 WO2004026660 A1 WO 2004026660A1 US 0321501 W US0321501 W US 0321501W WO 2004026660 A1 WO2004026660 A1 WO 2004026660A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
laser beam
light
railway
laser
Prior art date
Application number
PCT/US2003/021501
Other languages
English (en)
Inventor
James R. Jamieson
Mark D. Ray
Original Assignee
Rosemount Aerospace Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Rosemount Aerospace Inc. filed Critical Rosemount Aerospace Inc.
Priority to AU2003253853A priority Critical patent/AU2003253853A1/en
Publication of WO2004026660A1 publication Critical patent/WO2004026660A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • the present invention is directed to railway detection systems, in general, and more particularly, to a scanning laser beam railway obstacle detection system and method.
  • a device on the front of the train engine car to divert livestock and other obstacles off the track.
  • this device in one form or another is used to clear the track just forward of the wheels to prevent obstacles from entering under the train and causing a derailment.
  • This one safety device was followed by a number of inventions to improve safety, such as the crossing gate, warning lights, fences, and numerous other devices.
  • large trains today suffer from a number of transportation accidents often ending in fatalities and harmful environmental effects.
  • a system having the ability not only to detect railway obstacles forward of the train along the line of sight, but also to detect the integrity of the railway track by examining rail spacing is clearly desirable. Additionally, since the railway track is metallic and of a high reflective nature versus the rail ties and rail gravel bed, a system that can detect, measure, and visualize such track kilometers in advance of the approaching train is also greatly desired. With such systems, visual images of range to obstacles on or close to the track, as well as deviations in track gage and integrity can be determined in sufficient time to take evasive action including speed reductions and stopping the train.
  • a method of detecting a threat to a railway vehicle transportable over railway tracks comprising the steps of: generating a laser beam; scanning the laser beam over the tracks ahead of the vehicle with a predetermined pattern; receiving light echoes from the scanned laser beam and converting the light echoes into electrical signals representative thereof; determining positions of the light echo signals along the scan pattern; and processing the light echo signals and corresponding positions to produce an image of a scene ahead of the vehicle for use in detecting a threat to the vehicle.
  • Figures 1 A and IB are plan and elevation view illustrations, respectively, of a railway system suitable for embodying the present invention.
  • Figure 2 is a block diagram schematic of a laser control and processing unit 16 suitable for use in the embodiment of Figures 1A and IB.
  • Figure 3 is an exemplary illustration of a scan head suitable for embodying a laser beam scanning module for use in the embodiment of Figures 1A and IB.
  • Figure 4 is a sketch exemplifying suitable optical elements for use inside the scan head embodiment of Figure 3.
  • Figure 5 is a block diagram schematic of an embodiment for the signal processing of laser beam echoes suitable for use in the system of Figures 1 A and IB.
  • Figures 6A and 6B are exemplary illustrations of varying terrain conditions along the railway tracks of the railway system of Figures 1A and IB.
  • Figure 7 is an exemplary illustration of the railway vehicle moving in a direction toward a curve in the railway tracks.
  • Figures 8-10 are program flowcharts suitable for use in programming a processor in accordance with an embodiment of the present invention.
  • Figure 8A is an exemplary scan scene or field of view (FON) produced by the embodiment of Figure 5.
  • FIGS 1A and IB illustrate by plan and elevation views a railway system suitable for embodying the present invention.
  • a railway vehicle like an engine car 10, for example, may be pulling (or pushing) one or more other cars 12 of a train over railway tracks 14.
  • a railway obstacle detection system using the principles of scanning laser obstacle detection is disposed on-board the train, preferably at the front or engine car 10 and comprises a laser control and processing unit 16 linked optically and electrically over lines 18 to a laser scanning module 20, preferably located at the front of the engine car 10.
  • the unit 16 produces a pulsed laser beam over lines 18 to the scanning module 20 which scans the beam over the tracks 14 forward of the train both in azimuth as illustrated by the dashed lines 22 and 24 in Figure 1A, and in elevation as illustrated by the dashed lines 26 and 28, for example. While a train is used for the present embodiment, it is understood that the present invention may be embodied in other railway vehicles without deviating from the broad principles of the present invention.
  • the scanning module 20 is operative to scan the beam approximately ⁇ 5-10° from the center of the tracks 14 and to oscillate the beam approximately ⁇ 10° in elevation from a line of sight axis as it is being rotated in azimuth, thus creating a predetermined pattern which for the present embodiment may be sinusoidal.
  • the unit 16 produces laser pulses at a wavelength of 1.5 microns, and at a pulse repetition rate of around 40,000 pulses per second (PPS) with an inter-pulse period of approximately 25 microseconds.
  • PPS pulses per second
  • a scene or field of view (FON) from two meters (2m) to two kilometers (2Km) ahead of the train may be created from a processing of laser pulse echoes in the unit 16 as will become better understood from the description found herein below.
  • the scene information forward of the train may be updated at a rate of 2 hertz (Hz). It is understood that the settings and conditions used for the present embodiment are merely provided by way of example and other settings and conditions may be used just as well without deviating from the broad principles of the present invention.
  • the railway obstacle detection system has the ability to not only detect railway obstacles up to 2 km or more under straight line conditions, but also has the ability to detect the integrity of the railway track by examining rail spacing.
  • the scanning module can be tasked to follow the rail and look into turns.
  • track can be easily detected, measured, and visualized kilometers in advance of the approaching train. As such, visual images of range to target as well as deviations in track gage and integrity can be sampled in sufficient time to take evasive action including speed reductions and stopping the train automatically.
  • this device it is possible to detect railway obstructions and potential high rate of closure vehicles and trains that may result in imminent collision.
  • scene information forward of the train obtained by laser scanning can be coupled with GPS positioning and terrain and railway mapping to identify upstream track features and configurations such as switches, turns, and the likelihood of trains switching to other tracks to avoid a possible collision.
  • adapting the fine detail detection, field of view scanning, ranging capability, and merging GPS mapping information permits a high level of automated railway control. This enables safer railway operation, higher rates of speed, and integration with safety control systems to augment man-in-the-loop control and enhance railway/vehicular/pedestrian safety.
  • FIG. 2 is a block diagram schematic of a laser control and processing unit 16 suitable for use in the embodiment of Figures 1 A and IB.
  • a laser source 30 generates laser beam pulses at the pulse repetition rate as controlled by a processing unit 32 via firing signal over line 34, for example.
  • the laser pulses are directed over an optical path 36 to an optical element 38 which may be a polarizing beam splitter, for example.
  • the element 38 passes the laser pulses to an optical path 40.
  • a portion of each generated laser pulse may be reflected to a light detector 48 for indicating a start time thereof.
  • a folding mirror 42 may be disposed in path 40 to direct the laser pulses to the scanning module 20, preferably over a fiber optic cable 44.
  • return or echo pulses from obstacles in the path of the pulsed laser beam are received by the scanning module 20 and directed back over the fiber optic cable 44, fold mirror 42 and along path 40 to the optical element 38.
  • the return echoes are reflected along an optical path 46 to the light detector 48 which may be an avalanche photo-diode or PIN diode, for example.
  • the detector 48 converts the start pulses and light echoes into electrical pulses which are passed on to the processing unit 32 over signal line 50 for further processing as will become more evident from the description to follow. It is understood that the foregoing described embodiment is provided by way of example and that other optical elements and arrangements may be used to generate the laser pulses without deviating from the principles of the present invention.
  • the scanning module 20 may be embodied in a scan head 60 located preferably at the front of the engine car 10 remotely from the optical elements of the unit 16 described above.
  • An exemplary illustration of a suitable scan head 60 is shown in Figure 3.
  • the optical elements of the railway obstacle detection system may be disposed within the front or engine car and well supported and protected from the outside environment.
  • the fiber optic cable bundle 44 may be used for the optical path or paths coupling the scan head 60 to the unit 16 as was previously described.
  • the fiber optic cabling 44 may take a circuitous route within the vehicle to reach the scan head 60 which may be mounted to an external surface of the engine car 10 to permit the beam scan patterns to be projected out from the front of the train as described herein above. More than one scan head may be used in the present embodiment without deviating from the principles of the present invention.
  • the scan head 60 may control movement of the pulsed laser beam scan patterns along three axes 62, 64 and 66.
  • a top 68 of the scan head 60 may be mounted to a front surface of the engine car 10, for example, such as shown in the illustrations of Figures 1A and IB.
  • a window area 70 of the scan head 60 through which the beam scans are emitted would be pointed in the direction of movement of the engine car 10 along the tracks 14.
  • the fiber optic cable bundle 44 may be passed through a hole in the body of the engine car 10 and into the scan head 60 through an opening 72 at the top 68 thereof.
  • the optical elements within the scan head 60 which will be described in greater detail herein below cause the pulsed laser beam conducted over the path 44 to be scanned vertically up and down about the axis 66.
  • a conventional motor assembly (not shown) within the scan head 60 controls movement of a lower portion 74 thereof in azimuth about the axis 62 with respect to the railway tracks of the train. This movement occurs along a seam 76 between the top and bottom portions, 68 and 74, respectively, and effectively moves the axis 66 along with the lower portion 74 which projects the beam scan pattern through a sinusoidal pattern, for example.
  • another conventional motor may be disposed within the scan head 60 to control movement of a portion 78 of the scan head 60 about the axis 64, for example. This movement causes the axis 66 and scan pattern to move in elevation with the portion 78 which includes the window area 70 and falls within the portion 74.
  • the window area 70 of the portion 78 may be controlled to move inside the portion 74 to protect it from the environment when not in use.
  • the corrugated skin or surface in the area 80 at the top portion 68 acts as a heat sink to improve the transfer of heat away from the scan head 60 during operation thereof.
  • FIG. 4 A sketch exemplifying suitable optical elements inside the scan head 60 is shown in Figure 4.
  • the fiber optic cabling 44 providing the optical path for the pulsed laser beam and return echoes is aligned with the axis of the input aperture of a beam expander 82, if used in the present embodiment.
  • the beam exiting the expander 82 may be directed over an optical path 84 to an optical resonator element 86.
  • the optical resonator element 86 comprises a vibrating optical mirror element 88 centered and vibrated about the axis 66 by a resonator motor 90 mechanically linked thereto.
  • Movement of the mirror element 88 causes the laser beam from the path 84 to be directed vertically up and down across the axis 66 through a maximum predetermined angle 92 which may be on the order of ⁇ 10°, for example.
  • the patterned laser beam 100 exits the scan head 60 through the window 70 and is projected along the axis 66. Accordingly, as the axis 66 is moved azimuthally through the path 94, the up and down beam pattern evolves into a sinusoidal pattern 96 as shown in Figure 4.
  • the axis 66 may also be controlled to move in elevation through a path 98 as described above. It is understood that other optical elements may be used for scanning the laser beam through other patterns, like a rotating optical wedge element or non-mechanical transparent liquid crystal scanner or a microlens array scanner, for example, without deviating from the broad principles of the present invention.
  • the beam conducted over path 84 is aligned with a rotational axis of the element and passed from an input side to an output side thereof.
  • the light beam is refracted in its path through the wedge element and exits perpendicular to an inclined output surface thereof.
  • This refraction of the light beam causes it to exit the scan head 60 as beam 100 through the window area 70 at the angle 92 to the axis 66.
  • the beam 100 may be projected conically from the scan head 60 to form a helical like scan pattern.
  • the window area 190 may comprise a clear, flat, zero power optical element made of a material like BK7, for example, so as not to interfere substantially with the scan pattern of the exiting beam 100.
  • the wedge optical element and window 70 are structurally coupled to move together along the azimuth path 94 and elevation path 98 to cause the optical axis 66 to move along therewith. In this manner, the scan pattern 100 is forced to move in azimuth and elevation with the portions 74 and 78 of the scan head 60.
  • Backscattered light or return echoes will follow the same optical paths as their respectively emitted beam pulses and be returned to the optical elements of unit 16 via the fiber optic bundle 44.
  • the present embodiment uses a common optical path for both the emitted and return light, it is understood that separate optical paths for emission and return light may be implemented, i.e. a bistatic optical technique, without deviating from the broad principles of the present invention.
  • one or more fiber optic paths of bundle 44 may be designated for emission light and certain fiber optic paths thereof may be designated for return light. Accordingly, the fiber optic paths of the return light may be coupled directly to the light detector 48 without the use of a beam separator 38, for example.
  • the azimuth scan module 110 and optical resonator module 112 of the scan head 60 may each include a position sensing unit 114 and 116, respectively.
  • the position sensing unit 112 may sense the azimuth position of the axis 66 and generate an azimuth position signal (AZ) representative thereof which may be coupled to a signal processor 120 of the unit 16 via an appropriate interface.
  • the position sensing unit 114 may sense the position of the beam along the projected pattern and generate a beam position signal (RES) representative thereof which may be also coupled to the signal processor 120 via an appropriate interface.
  • AZ azimuth position signal
  • RES beam position signal
  • the elevation scan module 117 of the head 60 may comprise a similar position sensing unit 1 18 for sensing the elevation position of the axis 66 and generate an elevation position signal (EL) representative thereof which may be also coupled to the processor 120 through an appropriate interface. Accordingly, the processor 120 may record the position of the laser beam at any given time utilizing the signals AZ, EL (if desired), and RES coupled thereto.
  • EL elevation position signal
  • the signal processor 120 receives the electrical signals, representative of the start pulses and return echoes, over line 50 from the light detector 48 and processes such signals to determine the time of arrival (TOA) of the return pulses. Since in the present embodiment, the processor 120 controls the firing of laser pulses, it can ascertain the start of the time of flight of a return signal or alternatively, it can use the start pulses. With this information and the TOA, the processor 120 may compute the time of flight of each of the return signals which is representative of the distance or range from the front of the train to the object causing the reflection.
  • TOA time of arrival
  • the processor 120 utilizes the range and beam position data of each of the return signals of a complete scan to formulate an electronic scene forward of the train in a scene memory thereof. This scan scene which may represent a full azimuth scan is then used by the processor 120 to determine if any obstacles or threats are in the path of the moving train.
  • the processor 120 is coupled to three lights 122, 124 and 126 which may be colored green, yellow and red, respectively. Based on the results of the threat determination, the processor 120 may light one of these lights to indicate a safe condition or warn the train operator of a perceived impeding collision in sufficient time to avert or minimize the collision.
  • a visual display representative of the scene scan forward of the train may be displayed to the train operator through a display monitor 128, if considered desirable.
  • the display monitor 128 may be coupled to the processor 120 through an appropriate display interface.
  • the train does not always travel over flat terrain or in a straight line
  • another aspect of the present invention compensates for these variations in terrain features or track configurations by dynamically varying a distance vector D (see Figure 1 A) in range for the forward looking laser scan.
  • the range vector D may be set at a maximum distance, and a maximum time of flight T max within the interpulse period of the laser pulse repetition rate may be determined from the vector D and train speed. Accordingly, any return signals received within the interpulse periods outside T max will not be processed.
  • the vector D may be adjusted based of the terrain conditions and/or curves in the track forward of the train.
  • the range vector D is limited in dimension to only the distance to the terrain change juncture 132 or 138 in each case, no return signals will be processed from obstacles beyond this limited range. Therefore, return signals from obstacles beyond the adjusted range will be ignored reducing the chances of a false perception of train collision.
  • the range vector will be dynamically adjusted smaller and smaller until the train reaches the respective juncture. At the juncture, the range vector will be restored to its maximum dimension along the small dashed line 142 in each case. This will become better understood from the more detailed description heretofollow.
  • a global positioning satellite (GPS) receiver unit 150 is coupled through an appropriate interface with the signal processor 120 as shown in Figure 5 to provide the processor 120 with a current position of the train.
  • GPS global positioning satellite
  • DTED digital terrain elevation map database
  • the DTED may be in the form of a CD- ROM, flash memory card, DVD or the like, for example, and contain map data of the terrain along the railway track route on which the train is moving.
  • the DTED map data may include configurations of the track along the route and railway features along the track, such as warning and condition lamps, switches, curves, adjacent tracks, train traffic on the same or adjacent track and the likelihood of trains switching to other tracks to avoid a possible collision, for example.
  • the DTED 152 may be updated by the processor 120 in real time with expected train traffic data from information received from other sources over signal lines 154. Data of terrain, track configuration and features, and expected train traffic ahead of the train may be accessed from the DTED 152 based on the current position of the train obtained from the GPS receiver 150.
  • the processor 120 may compute the dimension of the range vector D ahead of the train which will become evident from the more detailed description below.
  • the processor 120 may be a microprocessor or microcontroller of the type manufactured by Texas Instruments, bearing model no. TMS320c6711, for example.
  • the processor 120 may be programmed with various algorithms to perform the tasks described herein above.
  • Figures 8, 9 and 10 are flowcharts which exemplify these algorithms. Referring to Figure 8, for example, in block 160, the laser is caused to fire or generate a laser pulse by a signal generated over line 34.
  • an internal processor timer is started to count up from preferably a zero count at a predetermined rate based on a desired resolution for determining time of flight of a return signal received within the interpulse period of the corresponding laser pulse.
  • the processor processes the return signals received from the light detector within the corresponding interpulse period and in block 164, detects a return pulse which stops the internal timer at a count (TOA) which represents the time of flight or range (distance)of the detected pulse.
  • the processor determines in decisional block 166 if the detected return pulse arrived within the time T which represents the dynamically adjusted range vector D as described herein above.
  • the range vector D may be dynamically set by the algorithm exemplified by the flow chart of Figure 9 which may be called for execution from time to time or periodically by an executive program of the processor.
  • a signal from the GPS receiver 150 is received and processed to determine the train position.
  • the speed of the train may be also determined from the GPS signal or from another source which may be a speed sensor located on the train, for example.
  • data is extracted or accessed from the DTED 152 forward of the determined train position.
  • Such data would include track configuration, track features, terrain elevation of the ground forward of the train and the most recent update of train traffic. From this accessed data, it is determined in blocks 174 and 176 if there is a bend or curve in the track and/or a terrain elevation change ahead of the train. If no bend or terrain elevation changes exists or in other words, the train is moving along straight and flat track, then the range vector D is set to its maximum dimension D max and time T is set to the computed time T max based on D max and the train speed in block 178.
  • decisional block 176 diverts program flow to block 180 wherein a distance from the train position to the bend or elevation change is determined using the date accessed from the DTED 152. From this distance, the time T is calculated based on the train speed. If the calculated time T is greater than T max as determined by decisional block 182, then time T is set to T max in block 178. Otherwise, time T is retained as calculated. In either case, it is next determined in decisional block 184 if there is any expected train traffic within the distance or time T. If so, a train traffic (TT) flag is set in block 186. The program is then returned to the executive of the processor.
  • TT train traffic
  • program execution continues at block 190. Else, the detected pulse is not processed and program execution is diverted to block 192 which causes a delay in program execution until the end of the interpulse period and then re- executes block 160.
  • the AZ and RES signals are recorded along with the time of flight for the corresponding laser pulse and stored in the scene memory based on the recorded position and range of the corresponding pulse in block 194.
  • decisional block 196 it is determined if the scan scene is complete.
  • the pulsed laser beam scanned through the intended azimuth angle across the track ahead of the train to gather enough data to complete an image of a scan scene in memory.
  • FIG 8 A An illustration of such an image scene in memory is shown in Figure 8 A.
  • the exemplary scan scene or field of view (FON) includes the tracks 14, the range vector D and a vehicle N residing across the tracks ahead of the train. If the scene is complete, a feature extraction algorithm is called for execution in block 198; otherwise, program execution is diverted to blocks 192 and 160 to re-execute the algorithm which will be executed in accordance with the pulse repetition rate of the laser source which may be on the order of 40K pps, for example.
  • a feature extraction algorithm is exemplified by the flowchart of Figure 10.
  • the data of the scene memory is analyzed to determine whether or not an imminent perceived threat is present which is likely to cause a train collision.
  • the analysis may include determining detected return pulses which are all within a common range band or bin and determining a grouping or pattern of such pulses based on position proximity to one another.
  • the shape of the grouping from the scene may be compared with known shapes to determine if the obstacle is a threat to collision, like the vehicle N is Figure 8 A, for example, or a known railway feature.
  • Track integrity ahead of the train may be also determined in this step based on a deviation of the determined pattern from a known track pattern, for example.
  • the program determines if an object was extracted from the scene, and if so, is it on or near the tracks and considered a threat to collision or is the condition of the tracks a threat to collision. If no object or no threat is determined in block 202, program execution is diverted to block 204 wherein the green light 122 is turned on. Otherwise, in block 206, the program determines the distance to the object or threat condition, which may be the closest range of the return pulses making up the grouping or pattern of the object or threat as a worst case scenario, for example.
  • an anticipated time to collision Tc
  • Tc an anticipated time to collision
  • TT train traffic
  • the program may accomplish this determination by accessing the DTED 152 which has the most recent update of train traffic stored therein. Knowing the position of the train from the GPS receiver 150, the program may calculate the distance from the train to the expected train traffic and therefrom compute the time to a passing between trains based on the closing speed of the two trains.
  • the program may also determine whether the shape of the extracted object resembles a cross-section of the front of a train using pattern recognition techniques as described above, and if so, whether the extracted object is on the same tracks or tracks adjacent thereto. This may all be determined from the grouping of pulse returns extracted from the scene as the object in question and from the position of the return pulses thereof. For example, if a majority of the return pulses of the object grouping have azimuth positions within the same tracks, then it is presumed that the object is on the tracks and an unsafe condition exists.
  • Ts time, to slow the train or reduce speed to less than a predetermined speed, which may be five miles per hour (5 mph), for example, based on its current speed.
  • a predetermined speed which may be five miles per hour (5 mph), for example, based on its current speed.
  • the program determines if Ts is less than or equal to Tc, i.e. the train is capable of reducing throttle and slowing to less than 5 mph before collision with the object threat.
  • the object threat is another train on the same tracks, it is presumed that the other train will have the same or similar railway object detection system and will take the same action. If the decision of block 216 is affirmative, then the yellow light 124 is lit in block 218. Otherwise, the red light 126 is lit by block 220 which indicates to the train operator that emergency action is needed to avoid or mitigate a perceived collision. It is understood that when a light is lit by any of the blocks 204, 212, 218 or 220, it supercedes another light which may be lit. Preferably, only one of the lights 122, 124 or 126 may be lit at any given time.
  • program execution After a light is lit in the feature extraction algorithm, program execution returns to the processor's executive program until it is called again by the program described in connection with the embodiment of Figure 8.
  • the program exemplified by Figure 8 may be executed in the processor 120 periodically at forty thousand times a second (40K sec) and will produce an image of a scan scene approximately every half second (0.5 sec) or at a rate of two scan scene images a second.
  • the processor may cause the stored scene image to be displayed on the display monitor 128 based on the indices of the stored laser echo signals.
  • the update program described in connection with the embodiment of Figure 9 may be executed often enough to maintain current measurements of train position and speed data, track features and configurations and train traffic ahead of the train, and to update dynamically the range or distance vector and corresponding time T. It is understood that the program flowchart embodiments described in connection with Figures 8-10 are provided by way of example to illustrate tasks being carried out within the processor 120 and that other programs may be used just as well without deviating from the broad principles of the present invention.

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Abstract

L'invention concerne un système de détection par faisceau laser d'obstacles se trouvant sur des lignes ferroviaires, ce système pouvant être disposé à bord d'un véhicule ferroviaire déplaçable sur des lignes ferroviaires. Ce système de détection comprend : un module de balayage laser couplé optiquement à une source laser pour balayer les lignes ferroviaires à l'avant du véhicule d'un faisceau laser selon une configuration prédéterminée ; un détecteur de lumière conçu pour recevoir des échos lumineux du faisceau lumineux de balayage ainsi que pour convertir ces échos lumineux en signaux électriques représentatifs correspondants ; ainsi qu'un processeur destiné à traiter lesdits signaux électriques du détecteur de lumière, pour détecter un obstacle se trouvant à l'avant du véhicule. La présente invention se rapporte en outre à un procédé permettant de détecter une menace dirigée contre un véhicule ferroviaire déplaçable sur des lignes ferroviaires. Ce procédé comprend les étapes consistant : à générer un faisceau laser ; à balayer ce faisceau laser sur les lignes ferroviaires à l'avant dudit véhicule selon une configuration prédéterminée ; à recevoir des échos lumineux du faisceau laser de balayage et à convertir ces échos lumineux en signaux électriques représentatifs correspondants ; à déterminer des positions des signaux d'échos lumineux sur la configuration de balayage ; et à traiter ces signaux d'échos lumineux ainsi que les positions correspondantes pour produire l'image d'une scène se déroulant à l'avant du véhicule, utilisée pour détecter une menace dirigée contre ledit véhicule.
PCT/US2003/021501 2002-09-20 2003-07-10 Systeme et procede de detection d'obstacles se trouvant sur des lignes ferroviaires WO2004026660A1 (fr)

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AU2003253853A AU2003253853A1 (en) 2002-09-20 2003-07-10 Railway obstacle detection system and method

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US10/251,422 2002-09-20
US10/251,422 US20040056182A1 (en) 2002-09-20 2002-09-20 Railway obstacle detection system and method

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2168839A1 (fr) 2008-09-25 2010-03-31 Nederlandse Organisatie voor toegepast- natuurwetenschappelijk onderzoek TNO Système de détection d'obstacles pour voie ferrée, procédé pour la détection d'obstacle pour voie ferrée et produit de programme informatique
KR101284897B1 (ko) 2012-02-20 2013-07-10 한국철도기술연구원 절대위치검지시스템
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EP3027482A4 (fr) * 2013-07-31 2017-07-12 Rail Vision Ltd Système et procédé pour l'identification et l'évitement d'obstacles
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